Hope it all turns out OK, without major engine damage.
The radiator might be a problem, but I guess you've changed that to replace the oil cooler; I 've heard of a few Discovery 1 owners who've had the problem, so I hope it doesn't come to haunt me.
I have come across folk who've dug out a decent sized pump, and cycled a detergent solution around the block etc until it returns clean to the bucket(s)
I don't know what sot of car you own, but have you been able to do a pressure test on each cylinder to check for head gasket failure?

Good Luck
Bill

Edited By peak4 on 12/10/2022 23:43:24

Years ago when that sort of thing happened it was usually because the head gasket has blown

Peugeot

I avoided them because they had some sort of cylinder liner arrangement in the 80s… looked a bit complicated for a bodger. I always bought a Haynes manual and studied it before I bought my next jalopy

Anyhoo

Hope you get things sorted for not too much cost

GL

Yes Noel, Many years ago I had a Pug 405 with the 1905 diesel engine. It got to 135K before the head itself failed – porous aluminium I was told. Anyway, a new head and off it went to 165K before I got rid of the car due to rot.

Initial symptoms was water leaking from it, followed by a great spurt of water when I removed the radiator cap. Don't remember anything else other than the garage I used regularly expected this at any time from 80K onwards so 135K was considered quite good.

Far, far better than the blasted heap of scrap metal & plastic that followed it which the manufacturer called a car. Yes, I'm pointing the finger at you, Ford. Your horrible Focus diesel with the 1.8 ltr engine. Short tyre life, tram-lining, short clutch life (56K) and a "new" engine at 59K. It seems that the turbo failed, and sucked all the oil out of the engine and dumped it in the exhaust. Plus all the other failures which mercifully I've forgotten about. My first and definitely my last Ford.

FWIW, we now use a Toyota Avensis 1.8 petrol – 115K in 9 years from new. The same drivers, towing the same caravan, doing the same work, a world of difference. Next to no repairs, ok a couple of batteries and a few sets of tyres doing something like 30K a set, but that's about it. And 38mpg as against 42 for the Pug and 45 for the Ford.

Sorry about ther diatribe against the Ford. I do understand that I was unlucky and that, eg, my brother, has had nothing but perfection from his Fords. But it only takes one such event to turn me completely off Fords, not that I was particularly keen on them in the first place.

Cheers,

Peter G. Shaw

.

Goodness me !!

They are are still at it: **LINK**

http://www.specialisedengines.co.uk

MichaelG.

.

Edit: or possibly not, going by the date on that web page

Edit: __ here’s a bit of nostalgia anyway:

http://www.specialisedengines.co.uk/testimonials

Edited By Michael Gilligan on 13/10/2022 16:15:53

No worries Noel. You were missed so I'll just have to put my blunt left handed drills away until next year. Hope you get it all fixed OK.

Just got back from the show. Sorry to hear about your car problems, Noel, hope you can get it sorted without too much trouble or expense.

The drill bits will be saved for next time

Rob

Just for info: It was petrol Peugeots were wet lined in the 1980s. None of the diesels were – diesel blocks were CI, not aluminium. That range of engines were a very reliable design, but the 1905 was likely as much as they could enlarge the 1769 unit, so was maybe not always as good as the smaller engine. By 1999, the 1769 engine was replaced by the 1500 variant, so I expect the 1905 was likely of that later design variant, too.

I’ve only run the 1769 and 1500 non-turbo engines and, collectively, those 5 engines have/had accumulated around 800k miles (not all by me) – with no major failures while in my possession. My brother threw a rod when driving home a newly purchased 1905 (190k miles) and replaced it with the engine (165k miles?) from his previous car which had been stolen and written off. That car rotted away before the engine! My current 106 has only covered nearly 140k miles over its 26 years.

My wife’s last three 2 1/4 diesel turbos have/had collectively amassed over 600k miles with just a turbo failure on one, at 195k miles – which made that car an uneconomic repair.

From my experience Peugeot diesel engines seem to have been a fairly reliable power unit.

Noel is at the show today. Thankyou Noel for making the extra effort. I have not seen a Brierly in action before, it has a very nice action once it it set up.

Mike

It sounds as if Swarf Mostly is describing a "cold shut", rather than porosity

Possibly caused by less than optimum foundry technique.when pouring that particular casting.

Some casting designs, and cores make such failings more likely.

Presumably, the OEM wanted head back to section and confirm

Howard

In my view (having worked for one or two engine makers) the OEM or factory wanted the head so that it could not be used again in the same sort of claim. And, of course, as evidence to back up the claim that the dealers would be making in their bit of the guarantee agreement. Which itself might be backed by insurance, which again requires solid evidence.

Incidentally, what turns out to be porosity can start off as alloy inclusions in the casting metal – which turn out to be slightly different from the surrounding metal, causing electrolytic corrosion in the cooling water channels, and so metal, or inclusion, eventually dissolves completely. This can take a very long time – some vintage cars suffer now, but were never a problem before WW2, for instance. Modern alloys are better, and so are modern antifreeze mixes, but we will only know how much better when the engines are still being used 90 years later. Fat chance, I hear you say!

Cheers, Tim